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benz hearse Post Review
Remembering John Lennon, murdered in New York #OnThisDay in '80. Lennon had a small but distinctive car collection, including a 'psychedelic' '65 Rolls-Royce Phantom V, a '65 Ferrari 330GT 2+2, a '65 Mercedes-Benz 230SL W113 'Pagoda' & a '56 Austin Princess hearse. https://t.co/ssq4jTPv3Y
When I die, take my body in a Mercedes Benz hearse http://t.co/BIX1ruKegf
Old vacation photo, my first experience with a Mercedes-Benz hearse https://t.co/MkSbOYpmax
Gents, don't be boring, spice things up for her this Valentine's, buy her a casket and funeral wreaths, then fill it with lots of goodies, and then hire that Doves Mercedes Benz Pilato Hearse to deliver! https://t.co/bFcSVTGAyv
#Ginimbideath Doves Chairman Dr Maziwisa says the Mercedes Benz Pilato hearse is the only one in Africa. It’s being unveiled this afternoon, arriving from Italy. Ginimbi will be the first to be ferried in it. Get you updates @ZimMorning_Post https://t.co/W2VZLZfdKc
I found the cure to my depression and it’s a 1984 Mercedes Benz 280TE hearse. https://t.co/f0Nmg5XEp5
1983 Mercedes Benz W123 Hearse/Suv https://t.co/N8TtErU3cg
@thebandGHOST in Berlin Quelle:itsthevibe https://t.co/bIJ7eNBjyR
This is the van that carried the body of the late Senator Yusuf Hajji to Lang’ata Cemetery and i believe the body was washed and covered at home... No Mercedes Benz hearse from Lee Funeral Home as it happens with other honorable members. https://t.co/z0jpGWITIt
Buy and Cherish this 1965 Mercedes-Benz Hearse https://t.co/fRkqrGkaxo via @autocherish https://t.co/ZIVEWW3vlK
benz hearse Q&A Review
What era in its history did Mercedes-Benz produce the best cars? When I say best, I mean solidly engineered but not overly technologically advanced, high reliability, and innovative design and craftsmanship?
I think Mr. Erlich and Mr. Willis have it about right, though I would say that any car Mercedes developed after World War Two through the 1980s is very solid, durable, and well-designed. The earlier models from the 1950s, like the 190 and the 220S, are a bit more primitive, with fewer gadgets and modern amenities, which abound in the later cars from the 1980s. But having fewer amenities also means that they have fewer gadgets to fix if they fail. My daily driver is a 1969 280S (W108) that I've had for almost 20 years and that has almost 400,000 miles on it. It breaks less often than the 5-year-old hand-me-down Ramblers I had when I was in college in the late '60s. I also have a 1960 190Db with a coachbuilt station wagon body that I've owned for over forty years. When I took it to a local diesel mechanic right after I bought it in 1976, his first comment was, "You have the last of the solid ones." The steel is noticeably thicker than on the later W111 (1959-68) and W108 (1965-73) sedans, and those cars are not at all flimsy. But in 1993, Mercedes announced that it was going to stop building cars that were so over-designed, and between that and their profusion of electronic gadgets, the more recent models don't have the reputation for reliability that the cars designed before the 1990s do. The mechanical shop that I now use, operated by a former Mercedes Benz dealer service manager, specializes in older Daimler-Benz cars and is one of the reasons I'm able to keep running an almost 50-year old car as a regular driver. They don't work on anything newer than a '93 model. One of the guys there said that he figured the last of the really solid Benzes was the W123 (1976-1986). But when the owner isn't driving one of his 14 older Mercedes (including limos, coachbuilt wagons, and an ambulance and a hearse), his daily transportation is a a 1987 300TE wagon (W124, made from 1985 to 1996). Besides durability and passenger comfort, what a lot of people don't realize is that these cars have wonderful road manners and handle like the disguised sports cars that they really are. My 280S has a stick shift and manual steering, and is a very rewarding machine to drive briskly on a winding road, though as large and heavy as it is, it does make for a bit of a workout. I had a BMW 1600 in the 1970s, and while it had the most nimble chassis I've ever owned and was great fun to drive, it wasn't nearly as durable as the Benzes I had owned previously. And if I drove it all day at highway speeds, it wore me out. So I went back to Mercedes-Benz and have stayed there ever since. In the 1970s, almost all Mercedes cars sold in the U.S. were only available with automatic transmissions and power steering, power windows, power seats and a full suite of other gadgets. One of these days, I'll move up to something more modern, like a 1980s-vintage W123 diesel wagon. But I want a European model, with a manual transmission and as few power options as possible, and those cars are hard to find on this side of the Atlantic.
What is the best part you like the most about "Mercedes Benz"?
I always think of them as cars for gypsies and Eastern European taxi drivers. Oh, and Nazis. Wouldn’t be seen dead in one. Do they make hearses?
Which car models are typically used as hearses?
Over here in the UK I’ve seen Daimler, Mrecedes Benz S class, Ford Scorpio, Volvo V70 hearses to name a few. The most unusual one that I have seen though is a Triumph motorbike with a hearse sidecar.
How long did it take to get horse-drawn carriages off the roads in favour of cars?
In NYC the tipping point was 1908. In 1908 the number of cars passed the number of horses for the first time and irrevocably. There were many things that needed to happen for the car to surpass the horse, one of the most important being the surface of the roads. The first road paved in New York was “Stone Street”, paved in 1647 with cobblestones. Even after that, paving the roads happened at a plodding pace and the materials used to pave them varied. Cobblestones were first used, but today we have a mistaken view of cobblestones. Cobblestones are not the rectangular blocks you often see on the roads today. Cobblestones were rounded river stones collected and set in mortar (cement wasn’t re-invented until the mid 1800s) and they were widely despised. People and horses tripped over them, and they were slippery in the snow and rain, and when the horses marched over them, they magnified the clip-clop sound maddeningly. The rectangular blocks we often mistakenly call cobblestones were called “Setts” or “Belgian Blocks”. They were an improvement on cobblestones and could be laid in regular or even decorative patterns but they also had problems. It was easy to stumble over them or turn an ankle; they suffered from frost heaves or came lose leaving potholes; they were slippery when wet; and they made the streets hard to clean. In the 1840s NYC started to pave with wooden blocks of hemlock. Blocks were uniform, easy to clean and they were much quieter than stone when horses trod on them. The noise reduction alone made them desirable. Wooden roads were in high demand even through they cost at least three times what cobblestones or setts cost to install. Except they rotted quickly and held the smell of horse urine and were very slippery when wet. The maximum life span of a wooden street was seven years, although the New York City Council noted that if they made it to five years it was exceptional. Cobblestones or setts lasted dozens of years and were cheap and quick to install. Wooden streets failed, although in Manhattan there were still 2 dozen wooden paved streets in 1911. Downtown businessmen lobbied to maintain them because of the sound-deadening quality they provided. The sound of 200,000 pounding horses in New York was maddening. Eventually, asphalt made it’s appearance. Asphalt was a tar-like substance known since ancient times and variously used in Europe in certain places for centuries. Mining asphalt came to America from Trinidad where a massive lake of the stuff had been discovered years before. Sir Walther Raleigh used it to repair his leaky ships in the 1500s. The first asphalt streets in America were laid in Newark, New Jersey in 1870 by a Belgian-American chemist named Edmund DeSmedt. Although slow and difficult to apply, it was the perfect paving material. People who saw and used it thought it was magic. It was easy to walk on; it wan’t slippery; it made riding in a carriage smooth and comfortable and it deadened noise. It was so marvelous that President Grant came out to supervise the laying of the first pavement in Washington, DC. By 1900 there were over 480 miles of asphalt paving in NYC. The roads of New York City were finally fully paved by 1938. If you have lots of horses than you need carriages and carts for them. It’s interesting to note that there were over 20 different kinds of carriages available at the time in addition to various horse-drawn carts, fire engines, hearses, ice wagons and junk men (who were called “pickers and gleaners”). Many of the automobile names we have today harken back to horse drawn carriage, such as “Landau” and “Brougham” and “Phaeton”. A “hack” today is a cab, even as it was then, but in those days a “hack” was a luxury carriage that was discarded by it’s owner because it was old, out of style and beaten into a ruin and thus “hacked down” into a dirty taxi. Taxi drivers were notorious cheats in NYC and were often purveyors of stolen goods, rolled their customers (especially if they were drunk) and were paid by brothels, gambling dens and lower class hotels to deliver people from the train stations and docks. The Yellow Cab company using cabs provided with an actual fare meter sprang up as a result of the level of theft and corruption in the NYC cab industry of the day. With the paving of the roads there were suddenly new choices for transport other than horses and horse drawn trolleys. In 1884 there were 150,000 horses in NYC and 4000 carriage makers in the Northeast. By 1900 there are a few hundred automobiles, powers by gas or steam or electricity. By 1905 there were 23,000 cars in NYC alone. By 1908 there were 100,000 cars and there were 100,000 horses in NYC. But it was the bicycle that preceded the car. The bicycle craze was facilitated by the paved road and hippodromes (places where there were bike races) and commuters and messengers on bikes became a popular sport and job. Europe was the center of automotive technology and was a good 15 years ahead of the Americans when it came to cars. The internal combustion engine was first patented in 1794 by Robert Street and many changes came after that time, improvements and practical applications. The fuel used was often coal dust or gas manufactured by heating charcoal. At first kerosene was tried as a fuel since kerosene was commonly refined for lamp oil. Gasoline in the mid 1800s was an unwanted by-product that was burned off in pits or used as the first dry-cleaning solvent. However, the efficient four-stroke engine worked best on gasoline. First patented in 1861 in France, it was German engineer Niklaus Otto who actually built the thing we know as an automobile engine today, a four stroke internal combustion machine using spark plugs - and gasoline. Other types of vehicles arrived to compete with the “Otto cycle” engine and at first were more popular. Steam was very well understood by then and among the first practical steam cars was made in Boston by Steven Roper in 1863. Although there had been steam vehicles as early as the 1769 artillery tractor by Cugnot, these vehicles were impractical. Innovation moved to North America in the 1830s due to the crushing taxes placed on vehicles not powered by horses in England and elsewhere. Electric vehicles had been tried as early as 1837 but used heavy, expensive non-rechargeable batteries and were nothing more than proof-of-concept. The first electric vehicle was a locomotive which was able to pull many tons a fair distance. Steam engineers were so frightened for their jobs that they mobbed and destroyed the machine and another was not attempted becaue of the expense. In 1859 the rechargeable battery was invented in France by Gaston Plante, the same battery we still use today to start our cars, though it was much larger and heavier. But it made electric cars possible. However, in 1886 Karl Benz built the first practical gasoline automobiles using the Otto engine we still use today. The US wouldn’t catch up for some time. In the US, Winton was one of the first car makers and the market share leader for gas automobiles but because of their head start, electric cars and steam cars outpaced the number gasoline cars. In NYC electric cars were popular as delivery vehicles and steam cars far outperformed gasoline models. The Stanley Steamer held the world speed record in 1904 at 140 MPH while the gasoline car could barely reach 40 MPH. But in the end the gasoline car would win the war of the technologies because it was much quicker to start a gasoline car than a steam car, which took as long as 45 minutes to build up a head of steam, and the gasoline car was less than half the price. Also, gasoline cars didn’t have the speed and distance limitations of electric cars. One of the main factors that allowed steam and electric cars to hang on so long was the inability of the oil companies to produce enough gasoline to power them. This wasn’t resolved until 1913 when Standard Oil engineers found a way to vastly improve the gasoline production process. A Winton automobile, driven by Dr. Horatio Nelson Jackson engaged in the first cross-country race from San Francisco to NYC in 1904 to win a 50 dollar bet. He raced against a Packard and an Oldsmobile. The Packard and the Olds broke down early, but Jackson, his dog and the Winton made the entire trip across a nation that had a transcontinental railroad but no transcontinental road system. It took over 90 days and the Winton was received with a ticker tape parade and cheers when it arrived. The automobile had proved its worth. One of the heroes who helped accelerate the end of the horse era was William Philips Eno, the man who engineered the rules of the road that required lines painted on the street, the stop sign, the traffic cop, and many other driving rules we take for granted. Until he implemented his system in NYC it was a free-for-all where carriages could go in any direction, cross to the left, cut people off, park in the middle of the street and so on. There were many fistfights and accidents and horses often dropped dead on the street. A horse working on a farm had a life span of 25 years; a horse working in NYC had a life span of 3 years. The ASPCA was begun in response to the awful treatment of horses, which were often simply abandoned at the end of a busy day and beaten mercilessly while forced to work. They drank polluted water from puddles on the street and were fed haphazardly. In 1903 Charles Waring had a law passed making it illegal for horses to be parked on the curb overnight: they had to be stabled and fed. This improved their health but it increased their cost and only made the auto more competitive in comparison. The drive to replace horses was relentless. Horses required all kinds of care and delivered 30 pounds of waste and 2 gallons of urine every day. People were ready to be done with the horse. Frank Sprague invented the electric trolley motor in 1886 and by 1917 the last horse drawn trolley was retired on Bleeker St. There were thousands of horses for the fire engines in 1880 but the last horse drawn fire engine was retired from NYC after a final, ceremonial call in 1922. By 1928 there were only 90 carriage makers left in the Northeast United States, a drop from 4000 in 1880. Some carriage makers like Cunningham moved into car bodies and hearses: they eventually became White Trucks, and White Trucks are still sold today. For the most part, carriage makers disappeared as did the blacksmiths and harness makers and farriers and saddle makers. By the 1930s there were still a few thousands horses in New York but their days were numbered. Today there are still a half dozen stables in Manhattan but fewer than 400 horses.
How did the modern ambulance get its shape? How did ambulances evolve over time? Is it time to change the design of an ambulance?
This is a fun question becuase it’s actually a very interesting topic. Ambulances started out as essentially modified hearses back in the old days when EMS wasn’t really a thing like it is today. Then they were modified Cadillacs for a while before you started getting into what are known as Type 1 ambulances they are the iconic “box rigs” that you generally see in the United States which are specialized chassis mounted on pickups like a Chevy 3500 or Ford F-350. (Image: Midwest Medical Transport Company Unit 42) Now there is a push to move to the Type 2 which are vans style and popular in Europe. They are safer for the patient in the event of a crash and are much more economical when it comes to fuel. (Image: Mercedes Benz advertisement) Then are Type 3 which are done on cutaway van chassis which are similar in concept to the Type 1 but the box is integral and they normally are easier to move between the front and box parts. (Image: Newport Fire) Medium Duty also exist which are another form of box generally on an International or Ford. These are fairly common and similar in appearance to Type 1 but they can have other features or look vastly different Type 1s may lack. (Image: Children’s Hospital Pediatric Critical Care unit Omaha, NE) The designs for ambulances are constantly being assessed and updated for patient and crew safety while still enabling the EMT or other care provider to perform Emergency care as needed. Hearse style: Type 1 Ambulance: Type 2 Ambulance: Type 3 Ambulance: Medium Duty:
Does anything really matter?
WILL IT MATTER? When you laying on your death bed and all you see are the tears and fears in the eyes of your family. Will the huge fight you had with him the week before matter? Will it matter? When you take your last breathe and your soul is being tortured out of your body. Will the enemity you have with your sister or brother in law which led to you never speaking to him or her again matter? Will it matter? When you are being given the final bath and your lifeless body is being washed by others. Will your haughty, proud and boastful attitude about your slim body be of any benefit? Will it matter? When your body is being wrapped in white cloth and your head wrapped up. Will your designer clothing be of any use or will you protest to being too young to wear the hijaab? Will it matter? When your hearse awaits you to take you to your final abode. Will you insist on being driven in your Mercedes Benz? Will it matter? When your body is laying on your living room floor as your family get one last glimpse of you. Will the gossip, ridicule, slander, complaints and issues you had against them matter? Will it matter? When your body is being lowered into the ground and sand is being poured over you. Will the new Persian rug you bought for your lounge matter. Will it matter? When the darkness of the grave engulfs your body and as your grave begins to close in on you. Will the world and all it contains matter. Will it matter? When you are rotting in your grave and your decomposed body is being eaten by worms and insects. Will the new MAC make up kit you bought matter? Will it matter? Nothing matters more than your good character and good deeds. May Allah open our eyes in this world to realise what matters most before he closes our eyes and then we will be forced to find out. Inspired by - Naadira Chhipa. (Your constant encouragement and feedbacks makes me write further more.) Signing off!
Would funeral homes use station wagons as hearse substitutes?
Back in the day, hearses were already modified station wagons, so using a regular one would not have been a problem. Problem is, most of today’s production models are too small, so you’d have to be careful what you pick. Below is a Mercedes Benz E station wagon. Not only couldn’t you fit in a casket, I doubt you could even close the hatch.
What are the ugliest cars in the world?
By petrolhead’s criteria, first generation Ssangyong Rodius. On its defense, the car hails from 2000s, the era when car designs were at its worst throughout the history of cars since 1867. The design language of 2000s (starting from 2001 to 2007), is engineer’s wetdream. It is when milling machine is finally capable of producing rounded shapes. Material science allow us to conform with difficult shapes to mould or mill. After we got “sharp” thin headlights of 1990s such as this Camry: Look at its recessed headlight housing! Details! You see designers? Now we engineers are able to mill this kind of shape! Ha! Let’s get overboard with it! To this “curvy” eye-shaped, somehow “more natural” design that became the staple of 2000s. There is nothing wrong with it. But it is rather becoming a fad. That slanted headlight edge is particularly attractive but become boring quite quickly. They were so popular, as if designers and engineers tried to speak about breaking the “mould” or stereotypes about boxy mechanical designs of the past. Another turd of despicable 2000s car fads are neo-classicism. I admit that it was kind of bold, but when you look back at it, it is just too much of acquired taste. It shows how pretentious it looked now, how incapable the try-hard engineers and designers of that era were at producing the “right shape”. Looking back at it, we merely just “tolerate” its quirkiness, ah yes, it looked dorky, but it’s okay, it is modern but managed to not look like “typical cars” (of previous era). I don’t know which cars sparked this fad. It is either this Merc E-Class W210 or the Jag S-type. But both were awful. Luxury cars of this era is the worst, riddled with build quality problems, which is a shame, because the previous E-Class W124 was such a tank. It is an acquired taste indeed, but it will leave bitter taste on your mouth for the repair bills. Mercedes-Benz can excuse their massive drop in quality, due to their ambitions to become world’s number one (overtaking Toyota), and the screwjob with Daimler-Chrysler merger. Volkswagen of today didn’t learn from their Stuttgart cousins and in their ambition to be number one, they cheated. Germans got to fail it twice, like the World War. Other Notably, ,Hated Car from This Era Notice a pattern? Fiat Multipla (1998–2010) Pontiac Aztek (2000–2005) “That particular” Toyota Prius (it starts in 2003) Hyundais and Kias of these era (2004 - 2010) Remember that Hyundai Tucson or i30 used to look like this? And the bug-eyed second generation Subaru Impreza: “Acquired taste”, yet I don’t feel nostalgic at all. If it wasn’t the last WRC Subaru, I won’t even consider it. Now, about the design: It is pretentious and simply fail at its attempt to be “clever”., ,Ssangyong Rodius simply screams 2000s, an era as depressing as the whole war on terror. It has a “shooting brake” wannabe rear end, which simply unfitting for the big MPV body shape. And they always try their hardest to tell people that they are using Mercedes’ engines. There is a legit Merc engines behind that “knock-off” signature Merc grille. It looked like a hearse from that angle, but definitely better than the pre-facelift version. At least Fiat Multipla is quirky, it has personality and you won’t look bad taking your kids to school with it. It is a car after all. Likewise, Pontiac Aztek is still a car. Byran Cranston looks alright, driving it around Albuquerque. But Ssangyong Rodius clearly wanted to look more than that. And in typical Ssangyong fashion: hey! We are using Mercedes-Benz powertrain! You see? You see? You see? Look at our neo-classical bullshit! Guys at shop floor are now capable of milling rounded shapes. Hey you coffee spillers at design room, make everything in this car unnecessarily rounded, so we can show off our 2000s milling capability! It may not be the ugliest, the most unappealing, nor boring. But I hate what it stands for, and thus, I consider it the worst-looking. I will personally look bad driving one. I’d rather ride a bicycle or take a public transport.
Is it true that you can deduct a 6k pound car from your tax if you are a contract employee or have an LLC?
What Vehicles Qualify for the Section 179 Deduction in 2021?, The list of vehicles that can get a Section 179 Tax Write-Off include: • Heavy SUV’s, Pickups, and Vans that are more than 50% business-use and exceed 6000 lbs. gross vehicle weight can qualify for at least a partial Section 179 deduction, plus bonus depreciation. • Obvious “work” vehicles that have no potential for personal use typically qualify. • Delivery type vehicles, like a classic cargo van or box truck with no passenger seating, can qualify. • Specialty “singular-use” vehicles generally qualify – a hearse, an ambulance, etc. What Trucks and SUV Models Qualify?, To meet the weight criteria, the manufacturer’s gross vehicle weight rating (GVWR) must exceed 6,000 lbs. You can verify the GVWR of a particular vehicle by checking the manufacturer’s label that’s normally located on the inside edge of the driver’s side door where the door hinges meet the vehicle’s frame. Here’s a partial list of SUVs and Trucks that might qualify* for a tax deduction. Audi Q7 BMW X5, X6 Buick Enclave Cadillac XT5, XT6, Escalade Chevrolet Silverado, Suburban, Tahoe, Traverse Chrysler Pacifica Dodge Durango, Grand Caravan Ford Expedition, Explorer, F-150 and larger GMC Acadia, Sierra, Yukon Honda Pilot 4WD, Odyssey Infiniti QX80, QX56 Jeep Grand Cherokee Land Rover Range Rover, Discovery Lexus GX460, LX570 Lincoln MKT AWD, Navigator Mercedes-Benz G550, GLS, GLE, Metris, Sprinter Nissan Armada, NV 1500, NVP 3500, Titan Porsche Cayenne Tesla Model X Toyota 4Runner, Landcruiser, Sequoia, Tundra
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